Internal-combustion engine.



L. E. WRIGHT. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OUT 10, 1907.

Patented Dec. .6, 1910 6 BHEETSSHEET 1 WITNEJJEJ INVENTOR L. E. WRIGHT. INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED OUT. 10, 1907.

977,847. Patented Dec. 6,1910.

6 SHEETS-SHEET 2.

WITNEJJE'J INVENTOR L. E. WRIGHT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 001 10, 1907.

977,847. Patented Dec. 6, 1910 6 BHEETSSHEET 3,

WITN EJJETJ INVEN TOR @WM- OQMWKZW %M @ME LdM L. E. WRIGHT.

INTERNAL COMBUSTION ENGINE.

' 7 APPLICATION FILED OCT 10, 1907. 977,847. Patented Dec. 6, 1910.

6 SHBETSSHEET 4 \\\\\\\\\\\\\\\\\\\\\\\\\\\\\\YA\\Y L. E. WRIGHT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OUT-10, 1907.

977,847. Patented Dec. 6, 1910.

2 s SHEETS-SHEET s. 529 6 A 0 INVENTOR W 7 BY K4MBV [JM L L. E. WRIGHT. INTERNAL COMBUSTION ENG 'E.

APPLICATION FILED OUT-10, 1907.

Patented Dec. 6, 1910.

6 SHEETS-SHEET 6 WITNEJJEJ INVENTOR mu BY aw LYSANDER n. wnren'r, or NEWARK, NEW JERS Y.

INTERN All-COMBUSTION E.

Specification of Letters Patent.

Patented Dec. 6, 1910.

Application filed October 10, 1907. Serial No. 896,697.

To all whom it may concern:

Be it known that I, LYSANDER E.. WRIGHT, a citizen of the United States, and a resident of Newark, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Internal-Coinbustion Engines, of which the following is a specification, reference being had to the accompanying drawings, forming a part ereof.

This invention relates to improvements in internal combustion engines of the explosion type in which an explosion occurs every time the piston starts upon its forward stroke as distinguished, for instance, from engines of the four cycle or some other variety where the arrangements for the. scavenging of the exhaust gases and the introduction and compression of a new charge require explosions of lesser' frequency.

The general object of the present improvements is to provide means. for thoroughly scavenging the cylinder after each explosion, for the introduction and throttling of the fuel and for the compression of the charge; and also to devise, for an engine of the class referred to, an operating 0 cle in which the scavenging and the intro uction and compression of the charge shall be so related to. each other as to promote-considerably the efiiciency of the engine. To attain these objects, a mechanism has been evolved to operate in accordance with the following cycle: When the piston has. nearly completed its forward stroke, exhaust orts are uncovered thereby, allowing the cylmder to relieve itself of exhaust gases, and at about the same time a valve in the. head of the cylinder is opened to permit air, (which has been compressed in the crank chamber.

by the forward stroke of the piston) to rush into. the cylinder and assist in driving out the dead gases through the exhaust openings. QAs soon as these exhaust openings are closed by the piston on its return stroke, another valve is opened in the head of the cylinder to permit the piston, on its return stroke, to drive out what may be referred to as the scayenging air, and this the piston continues. to do until it has reached a point where the rest of its is required for the compression of the next charge. The latter is introduced at this point by being blown into. the cylinder through furnished from an auxiliary cylinder, air

return movement the means of an air blast which isbeingdrawn into this cylinder by the forward movement of the piston and comressed by the return he charge, being thus introduced as the piston is rapidly approaching the limit of 1ts return movement, is compressed by the piston which operates in conjunction with the piston in the auxiliary c linder, commumcation having been establ shed between the power cylinder and the auxiliary cylinder immediately following the introduction of the charge. In carrying out the improvements, the 13- ton in the auxiliary cylinder is prefera bly secured to or made integral with the ower piston and serves to compress the air 1n the auxiliary cylinder and crankcase. In accordance with the invention an improved valve and o rative connections therewith are provided to control communication between the auxiliary cylinder and power cylinder and also to control communication between the auxiliary cylinder and the carbureter and fuel su plyin means. Moreover, an improved 01 re u ating device and carbureter have been devised as well as novel connections between iliary cylinder whereb a new method of mixing, introducing an controlling the fuel elements is provided. In accordance with these improvements, the quantity of oil or other fuel introduced into the power cylinder to form the basis ofeach charge is automatically proportioned to the quantity of air admitted so .that at all times the of the mixture is uniform; and in connec-. tion with this automatic proportioning of the fuel elements with respect to each other, means are provided, preferably under control of engine governing mechanism, for limiting the amount of air which is admitted to the auxiliary cylinder thereby controlling the pressure in said cylinder and thus determining or re ulating each charge both quantitatively an as to the degree of its compression. The improved engine may thus be absolutel means, as -wi l inafter.

Besides the various features of invention hereinbefore enumerated, the improvements comprise various details of construction all of which will be explained in connection with the following description and upon reference to the drawings.

In saiddrawings, Figure 1 is a'broken be more fully exp ained herethese parts and the auxquality controlled throu h a single,

movement thereof.

view partly in section and partly in elevation, of an engine embodying the improvements. Fig. 2 is a similar view, the plane of section bein substantially at right angles to the plane 0 the sect-ion shown in Fig. 1 Fig. 3 is a view wholly in vertical section, the plane of the section being indicated by the line 3-3 in Fig. 6. Fig. 4 is an enlarged view of theportion of the engine shown in section in Fig. 1, the plane of this section being indicated in Fig. 6 by line 4-4. Fig. 5 is a sectional view taken on a plane indicated by the line 5-5 in'Fig. 4:. Fig. 6 is a top plan view, Fig. 7 is a detail sectional view of the oil controlling device, and, Fig. 8 is a detail sectional view of the top of a valve in the oil regulating device, and, Fig. 9 is a view in elevation, on an enlarged scale, showing clearly a couple of cam surfaces which are employed for operating certain valves.

The improvements are illustrated as em bodied in' an engine having a' vertical or up right working cylinder A provided with a trunk pistona connected by means of the pitman a, with the crank shaft a which latter may be provided with a fly wheel a One end of the piston has a working fit in the cylinder A and the other end of the piston .has a working fit in an auxiliary cylinder B, formed directly below the cylinder A and adjacent to the crank chamber C underneath. The casin of the cylinder B as well as the. casing o the cylinder A may be water jacketed as shown in order to cool these cylinders in the usual manner. The crank chamber C, which is air tight, and in which air is compressed upon the forward movement of the piston, communicates with the head of the working cylinder A through the medium of a suitable conduit 0 (Figs. 2, 5 and 6) leading on from the chamber C at 0 (Fig. 3) and suitably secured to the casing of the engine. At the cylinderend of this conduit is a valve (Z provlded upon a long stem (1 and normally held upon its seat by a spring d This valve is opened at regular intervals by a cam (i which operates upon the same through suitable connections such as a rod d and lever d", and thus admits air under pressure from the crank chamber G into the cylinder A, which air drives out the exhaust gases, as will be explained more fully hereinafter, through exhaust ports a". Upon a sleeve e which surrounds and is lon 'tudinally movable upon the stem d is anot er valve e in the head of the cylinder which valve e is normally retained upon its seat by a spring e This valve e is also opened at regular intervals by the cam (1 through the medium of the rod 0! and lever d, it being readily understood from Fig. 3 that when the lever d is moved sufliciently it will not only depress the stem d but will cause both the stem (1 and the sleeve 6 to move, thus opening both valves (1 and c. \Vhen both of these valves are open, the piston is on its return stroke and will drive out some of the air and gases inthe cylinder A which will issue from an exhaust port a in the head of the cylinder A, a check valve 0 being provided in the conduit C in order to prevent any gases from entering this conduit from the cylinder.

The auxiliary cylinder B communicates with the head of the working cylinder A by means of a suitable duct or conduit 7) and a suitable duct or conduit 1), both ducts, being preferabl formed in the cylinder .cas-

ing, and these ucts communicate with each other through the medium of a sliding or piston valve F suitably supported upon the side of the engine and operated by .a rod 7 secured to a bell crank lever: f which is rocked by a cam 7' This cam may be formed as a groove f in the cammember d which is preferably secured upon the end of the crank shaft a opposite the fly wheel a a roller being provided upon the bell crank f' 'Which rides in the groove 7. The valve F, besides serving to connect the conduits b and b and thus establishing communi- I cation between the auxiliary cylinder B and working cylinder A, also serves to establish communication between the cylinder B and a chamber 9 in the carbureter and oil controlling device G.

As clearly shown in Fig.4. the duct or;

conduit 5 terminates in the wall of the cylinder or chamber in which the valve F moves, the mouth of the duct being always in communication with a chamber or recess i which is formed in the body of the valve F and extends around the same. A pipe 6 which is shown partly in full lines and partly in dotted lines in Fig. 4, andis also shown in plan view in Fig. 6, extends from an opening b in the wall of the duct b'to the chamber A branch pipe bfishown in dotted lines 1n Fig. 4 and in plan view, in

Fig. 6, also establishes communication be:

tween an orifice in the wall ofthe cylinder or chamber in which the valve F moves and the pipe I), but at a higher point than-the orifice 6 A check valve, shown .by dotted lines at f in Fig. 4, is interposed inthepipe' 6 between the mouth If and the point where the branch pipe b connects with the pipe 6?, opening toward the auxiliary cylinder B. It will now be seen that when the valve F is in the position shown in Fig. 4, which it occupies when the piston in the power cylinder is moving forward and the air in the auxiliary cylinder is in a stateof rarefaction, communication is established between the oil feed chamber 9- and the auxiliary cylinder B, so that a charge of oil is drawn in, the amount of oil so drawn in being ;proportionate to the degree of rarefaction. of the air in the auxiliary cylinder B and there'- delivery of .the compressed air fore, since the degree of, rarefaction is con-' trolled by the throttle, in proportion to the load on the engine. When the valve F is in the position already described, the mouth of the branch pipe 6 is closed by the valve, but

. the delivery of the compressed air being'deva ve,

the chambertermined by the uncovering of the mouth of thebranch pipe 6* by the movement of the valve F, while the check valve permits direct communication to be established between the chamber 9 and the auxiliary cylinder B when the pressure in the cylinder is less than that in the chamber, the latter being in communication with the atmosphere through the body of the fuel and therefore under atmospheric pressure.

Referring now to the oil regulating and controlling device G, which has already been alluded to, it will be seen, particularly from Fi s. 4 and 7, that this device includes a preferably a needle valve gt mounted Within a sleeve 9 which is normally urged upward seat by a spring 9? but which is controlled by a diaphragm 4 secured to, the sleeve 9 .The diaphragm c amber communicates with 9 through a suitable duct 9 and is preferably open to the atmosphere above the diaphragm. The oil, or other fuel is supplied from a reservoir H provided with the usual float valve h to maintain the oil at a predetermined level therein and with air holes k to be referred to presently; this reservoir communicates through a pipe k with the oil regulating device G, the needle valve 9, ling the admission of the oil into the oil regulatin apparatus fromthe pipe h. It will be c ear that the rarefaction of air in the auxiliary cylinder B will reduce the pressure u on the under side of the diaphragm be ow that of the atmosphere and hence the pressure upon the upper side of 'thediaphragm will operate a ainst the spring 9 an 11 cause-the need e valve to restrict the oil opening more or less according to the degree of rarefaction in the cylin er B. The air holes in the oil reservoir prevent any back pressure or suction from nterfering with the flow of the oil from the and. on account. of the communica tion of the upper side of the diaphragm drive it into the power to move the valve away from its as will be obvious, control with the atmosphere, the pressure upon the oil, at all times except when a rarefaction occurs in the auxiliary cylinder, may be said to be balanced, that is there willbe no tendency for any oil to flowpast the needle valve exce t when a rarefaction occurs in the cylinder B, The oil entering. from the pipe h and' passing the needle valve g is delivered through a hollow valve stem k upon which a valve Is is secured, the latter controlling thepassage of fuel mixtureinto the workin cyllndeifl. This valve stem is is longitudina ly movable within the sleeve 9 and is slit at 5: so as to permit the valve g, which is supported by a cross pin g in a cap upon the sleeve 9?, to move freely "and independently thereof. The oil which runs down through the valve stem k is deposited by suitable ducts in said stem upon a gauzelike or other suitable substance is which forms a sort of carbureter and surrounds the valve stem nearthe lower end thereof. The upper end of the valve stem is is provided with a spring k which normally holds the valveis upon its seat and a lever 10 which is operated from the piston valve F through a rod is", serves to open the valve k at regular intervals. When the valve is is open, it will be noticed that the stem of this valve, moving as it does across the oil pipe it, absolutely cuts ofi communication with the oil pipe. The fuel mixture is discharged into the cylinder through the duct 12, a nozzle 7: being preferably provided to conduct the fuel mixture from the valve is into this duct and to discharge it in the direction of the working cylinder.

The operation of the engine will now be described. c

A convenient starting point in the operating cycle is with the explosion of the charge. The charge may be ignited by any suitable means which are indicated sufii'ciently at a in the head of the working cylinder- A. Upon the explosion the piston, as will be understood, moves forward, that is downward in the drawings, from the expansion of the gases under combustion. \Vhen the piston has traveled nearly all of its forward or power stroke, it begins to uncover the exhaust ports a and when the ports are well uncovered toward the end of the power stroke, the cam d through the connections above described, causes the valve (Z to open thus permitting the air which has been drawn into the crank chamber C through a check valve 0 and compressed therein during this same forward or power stroke. of y the piston, to be forcibly discharged into the head of the power cylinder A and thus to drive out through the exhaust port a, such gases of'combustion as remain in the cylinder A. The capacity of the crankcasingis considerably larger, (about twice as large in the. present case) as the capacity of the power cylinder and hence the amount of air furnished for scavenging will be considerablymore than enough to fill the power cylinder at atmospheric pressure. Considerable of the scavenging air, as Wlll be clear, will be discharged together with the gases of combustion through the exhaust ports a. On the return stroke of the pi ston, when it has reached the point where it covers the exhaust ports a, the cam d moves the lever d sufliciently to open the valve 0 so that both the valves (Z and e are now open and permitting the piston on its further return stroke to discharge the scavenging gases, that is the remainder of the air introduced into the cylinder from the crank chamber C together with what mixture of gases of combustion this air may contain. This scavenging air continues to be discharged from the exhaust port a in the head of the cylinder until just before the new charge is introduced, which point occurs, in the present engine, when the piston has completed all but about four-elevenths of its return or upward stroke. Returning now again to the forward stroke of the engine, it will be seen that while air is compressed by the forward end of the piston'in the crank chamber '0, it will be rarefied in the chamber B unless. means are provided to permit air to be drawn into the cylinder B without restriction. The means provided to admit air into cylinder B consist of a port 6 opening into the duct b-and provided with a check valve 1)". This port, moreover, is controlled by means of an intake regulator which may be of any suitable form. As illustrated particularly in Figs. 3 and 5 this intake regulator will be seen to comprise a cylindrically shaped valve I) which can be turned through the-instrumentality of a lever 6 which will generally be governor-controlled in practice, so as to regulate the size of the intake openmg 7)" whereby the amount of air admitted into the chamber B through the port 6 and the duct 6 during the forward stroke of the piston may be governed, that is restricted to any extent or-cut ofi' entirely. During the entire forward or downward stroke of the piston the valve F is in its lowermost position, that is the position illustrated in Fig. 4, for instance; in this position of the valve as well as in all positions of this valve, any temporary rarefaction of air in the cylinder Bwill be communicated through duct 6 and pipe b to chamber 9 and th'roughduct 9 to the diaphragm chamber underneath thediaphragm of the oil regulating device G. This, as has already been explained, will permit the atmospheric pressure upon the top of the diaphragm to depress the same and move the needle valve g downwardly in accordance with the intensity or degree of the rarefaction so that the greater the rarefaction of air in'the cylinder B the smaller will be the opening between the valve g and its seat and accordingly the smaller will be the quantity of oil delivered through the stem is upon the gauze-like substance le As has already been noted, the spring g acts in opposition to the pressure upon the diaphragm and inasmuch as the contraction of the spring is proportionate to the compressing or contracting force and the pressure tending'to depress the diaphragm is proportionate to the degree of raretaction in the cylinder B, this spring may be adjusted initially so that there will be at all times a proper ratio between the pressure 'on'the one hand tending'to move the needle valve to restrict theoil orifice and the spring acting on the other hand to move the needle valve away from the oil orifice. In this way the oil is always throttled in accordance with the degree of the rarefaction with the result that the mixture is always uniform. Moreover, as the degree of rarefaction is controlled through the intake regulator for the cylinder B, the quantity of oil delivered for each charge may be varied from zero to the full charge, varying between these limits, as'will be obvious, accordin to the amount of air admitted into the cylinder B. In this way therefore the engine is absolutely controlled through the intake regulator, which may be governed automatically according to the needs of the moment. It will now be assumed that a charge of oil has been delivered upon'the gauze-like subcylinder to close the valves d and e therein.

Immediately thereafter the cam; f through the connections above referred to,'causes the piston valve F to move upward sufiiciently to establish communication between the duct b and the chamber 9 through the pipes 12' and b and this same upward'movement, through the rod is and lever is causes the valve is to be depressed from its' seat thus opening communication between the chamber g and the nozzle 70', orwhat is'the same thing between the chamber 9 and the working cylinder A. The return or upward,

stroke of the piston however hasdeveloped a pressure in the cylinder B over the pressure existing in the cylinder A, as the pressure in the cylinder A at this point is substantially atmospheric, the valves J and e' having just closed; accordingly, this pres- I sure or compression in'the' cylinder B will be transmitted to the chamber 9 and will drive the air compressed therein through thegauze-like substance 70 thus effecting a mixture of air and oil and discharging the mixture through the nozzle is into thecyland for introducing inder A in the manner of a blast. While the fuel mixture is thus being injected into the power cylinder, the valve F moves still farther up until it has reached its highest position at which point the ducts?) and 7) communicate through the valve chamber f and the auxiliary cylinderand power cylinder. are connected. As the piston completes its return stroke, therefore the final compression is effected by botlncylinders. lVhen the piston has finished itsrearward or return stroke, the full compression has been effected, the cycle is complete, and the next explosion takes place. Just before this explosion takes place. the valve F returns to its first position, that is its lowermost position, cutting off communication between the ducts Z) andb and drawing down at the same time the rod 7. which permits the valvelfl to spring back upon its seat.-

'It has been stated. hereinbefore that the explosion charge introduced when the piston has completed all but substantially four-elevenths of its backward stroke and that the discharge of the scavenging air is cut off atthis point. It is desirable to explain briefly just how this point is determined and also to explain the relation between the capacity. of the-powercylinder and the capacity of the auxiliary cylinder which, on account of the discharge of the scavenging gases has to aid the power cylinder in effecting the compression of the charge. In determining the point for cutting off the discharge of the scavenging air the explosive charge, the mean effective compression pressures produced by the power and auxiliary cylinders upon the piston have ,been calculated for different stages of the stroke, upon the assumption that air is admitted from the auxiliary cylinder to the power cylinder at each stage or point for which a calculation is made. In this way the particular point, where the greatest efficiency is attained, can le easily found. It will be obvious, at a glance, that if air is admitted to the cylinder toolate in the stroke, the auxiliary cylinder will have to compress the air therein considerably more than necessary with the result of a loss in power while, on the other hand, if communication between the auxiliary cylinder and power cylinder is made too early in the stroke, a certain amount of scavenging would be lost, which is a factor of high efficiency, and the piston would Begin to work against compression in both cylinders earlier in the stroke. The particular point then which is most etficient for the introduction of the explosive charge is found to be when the piston has completed substantially all but four-elevenths of its return stroke. As it is desirable to effect a certain degree of compression in the power cylinder before the charge is ignited power and, as only a limited portion of the stroke is used toeflect the compression in the power cylinder, it remains to calculate how much of the compression should be effected by the auxiliary cylinder 01', what amounts to the same thing, what the relative dimensions of the auxiliary cylinder must be. As the power cylinder and piston are proportioned in the drawings, the piston would be able to eifect alone the proper compression of the charge provided its entire return stroke were utilized for this purpose. It will be assumed therefore that the compression desired is substantially what is represented by the volume of the power cylinder compressed into the clearance in that cylinder. It will be seen then that by making the area of the connections between the power cylinder and auxiliary cylinder equal to the clearance, the area of the auxiliary cylinder should be equal to twice the volume of the power cylinder minus the area traversed by the piston in the power cylinder during that portion of the stroke of the piston which is utilized in effecting the compression. This will be clear if it be considered that at the four-elevenths point of the piston stroke when the discharge of the scavenging air is cut off, the pressure in the power cylinder is substantially atmospheric, and the piston now has only to move through that part of its stroke which is utilized for the final compression. In the power cylinder therefore there is air at atmospheric pressure to an amount equal to the clearance plus an amount equal to the volume represented by the space which the piston now has to travel in the power cylinder. In the auxiliary cylinder and its connections with the power cylinder is air under some compression to'an amount equal to twice the volume of the power cylinder minus an amount equal to the volume represented by the space which the piston now has to travel in the power cylinder. hen therefore the valve F moves to connect the auxiliary cylinder and power cylinder, the amountof 'air under final compression will be substantially that represented by twice the volume of the power cylinder and when the piston has completed its rearward stroke, this volume will be compressed into a space equal to twice the clearance, that is into the clearance above the piston plus the space represented by the connections between the power cylinder and auxiliary cylinder. Thus the effective compression will be that desired. Of course, if the connections between the power cylinder and auxiliary cylinder are increased in area, then the auxiliary'cylinder will have to be increased in area, all as will now be readily understood. It will also be understood that the calculations just made are in the rough and are only intended to approximate actual conditions. Moreover, they are not considered to .state the only possible dimensions or relative dimensions, but are believed at the present time to represent the most efficient working dimensions which can be devised for an engine embodying the present improvements.

Fig. 9 may be referred to for a complete understanding of the cycle of the engme. In this figure a number of broken radial lines have been drawn from the center of the crank shaft a outwardly beyond the periphery of the cam surfacestherein illustrated, and will be seen to connect the center of the cam shaft with'points upon both cams at which certain movements are 1mparted to the-valve actuating rods (1* and f. Referring now to these lines, while notmg particularly that the roller through which the rod f is actuated is ninety degrees behind the roller through which the rod-d is actuated, it will be observed that the line 1 indicates the point upon the outer cam which has to reach and actuate the corresponding roller after an explosion has occurred. At this point the valve d begins to open. Line 2 indicates the point at which this valve is opened to its full extent. Line 3 indicates the point where the rod (2 begins to lift sufficiently to open the valve 6. Line 4 indicates the point at which the valve 0 is wide open. Line 5 indicates the point upon the inside cam at which the piston valve F. starts to move upward. Line 6 indicates the point at which the rod d moves to permit the valves (1 and e to close. Line 7 indicates the point at which the valves d and e are closed. Line 8 indicates the point. at which the piston valve F commences to open communicationbetween the compression cylinder and the power cylinder. Line 9 indicates the'point at which full communication between the two cylinders is established. Line 10 indicates the point at which the piston valve starts to move downward to cut off communication between the two cylinders and line 11 indicates the point where the piston valve has fully cut oif such communication. As stated before it should be kept in mind that the roller through which the pistonrod f is operated is ninety degrees behind the roller through which the valves inthe cylinder head are operated, if the cams rotate in the direction of the arrow.

It will be understood that the present structure described and illustrated herein is only one embodiment of the improvements and that many departures may be made from this structure without avoiding the spirit of the invention.

and independent means at the other end to permit the introduction of scavenging air when the piston is at the end of its power stroke, and means at said other end to permit the scavenging air to be displaced by the piston upon its return stroke.

2. An internal combustion engine having a power cylinder provided with an exhaust opening at each end, the exhaust opening at one end being uncovered by the piston when it has nearly completed its power stroke, and with means for supplying the explosive charge, a valve controlling the exhaust op'ening at the other end, an independent inlet for the introduction of scavenging air at said other end, a valve to control said inlet, mechanically operated means to open and hold open the last named valve to admit the scavenging air when the piston is nearing the completion of its power stroke and during a portion of the return stroke, and means to open the other valve when the piston has covered the exhaust opening on 1ts return stroketo permit the displacement of a portion of the air remaining in the .power cylinder.

3. An internal combustion engine having a power cylinder provided with an exhaust opening at each end, the exhaust opening at one end being uncovered by the piston when it has nearly completed its power stroke, a valve controlling the exhaust opening at the other end, a chamber in which air is compressed by the piston, an inlet for the introduction of this air into the other end of the cylinder for scavenging, a valve to control the introduction of the scavenging air, means to open the last named valve to admit the scavenging air when the piston is near ing the completion of its power stroke, and

means to open the other valve when the piston has covered the exhaust opening on its return stroke.

4. An internal combustion engine having a powercylinder with a valve chamber in the cylinder head, two Valves controlling separate ports leading from said chamber to the cylinder and to the exhaust respectively, means to introduce scavenging air into the valve chamber, an exhaust port coI1-- trolled by the outer valve, and means to open municating with said chamber containing the'oil receiving means, a valve controlling the outlet from said last named chamber to the power cylinder, and another valve operating simultaneously with the second named valve to permit the compressed. air in the auxiliary cylinder to be communicated to the lastnamed chamber for the purpose of atomizing the oil and blowing-the 'mixture into the power cylinder when the second named valve is opened.

(5. In an internal combustion engine, the combination of a valvecontrolling the admission of the explosive mixture to the power cylinder, said alve having a hollow stem. means to admit oil through said 1101- low stem, a needle valve within said hollow stem and adapted to control the admission of oil into said stem, a sleeve upon said stem to which the needle valve is secured, and a diaphragm secured to said sleeve.

'7. In an internal combustion engine, the combination of a valve to control the admission of the explosive mixture to the power cylinder, a chamber adjacent to said valve containing oil receiving means, a hollow stem for said valve, means to introduce oil through said hollow stem into said chamber upon the, oil receiving means, a needle valve in said hollow stem to control the admission of oil thereto, a sleeve upon said stem to which the needle valve is secured, a diaphragm secured to said sleeve, a diaphragm chamber communicating with the first named chamber, an auxiliary cylinder in-which air is alternately rarefied and compressed by the piston, a conduit leading from the auxiliary cylinder to the firstnamed chamber, a check valve in said conduit to prevent communication between the first named chamber and auxiliary cylinder during compression, another valve adapted to establish communication between the first named chamber and theauxiliary cylinder around the checli valve, and means to oper: ate the first named valve and last named valve sin'mltaneously.

8. In an internal combustion engine, the con'ibination of .a power cylinder, an auxiliary cylinder in which air is alternately rarefied and COIIIPI'GSSQd by the piston, means to control the admission of air into said auxiliary cylinder, regulating means under the control of the rarefaction in the auxiliary cylinder for proportioning the amount of oil admitted for each charge, and means to introduce oil into the power cylinder under the control of the compression in said auxiliary cylinder.

9. In an internal combustion engine, an auxiliary cylinder in which air is alternately rarefied and compressed. a diaphragm chamber, a connection between the diaphragm chamber and auxiliary cylinderto permit the rarefaction in the cylinder to be communicated to the diaphragm chamber, an

oil regulating valve operatively connected with the diaphragm so that said valve will be forced toward its seat as the raret'action in the auxiliary cylinderis increased, and means normally tending to hold the valve away from its seat. a

10. In an internal combustion engine, an auxiliary cylinder in which air is alternately rarefied and compressed, a diaphragm one side of which is exposed to the atmosphere, a connection between the chamber on the other side of the diaphragm and the auxiliary cylinder, a check valve in said connection to permit communication between the auxiliary cylinder and diaphragm chamber only upon a rarefaction in the auxiliary cylinder, an oil.regulating "alve operatively connected with the diaphragm so that said valve will be forced toward its seat as the raret'action in the auxiliary cylinder increases, and an adjustable spring tending to hold the valve away from its seat.

11 Iii-an internal combustion engine, the combination with the power cylinder, of oil receiving means, an auxiliary cylinder in which air is compressed, and a piston valve adapted to establish communication between the auxiliary cylinder and oil receiving means and between the auxiliary cylinder and power cylinder respectively.

12. In an internal combustion engine, the combination with the power cylinder, of an auxiliary cylinder in which air is alternately rarefied and compressed, an oil regulating valve, an oil receiving means, a connection between the oil regulating valve and auxiliary cylinder to permit the rarefaction in the cylinder to be communicated to said valve, and a piston valve to permit the compression in the cylinder to be transmitted first to the oil receiving means and then directly to the power cyllnder.

13. In an internal combustion engine, the combination with the power cylinder, of an auxiliary cylinder in which air is alternately rarefied and compressed, an oilregulating valve, an oil receiving means, a connection between the oil regulating valve and auxiliary cylinder to permit the rarefaction in the cylinder to be communicated to said valve, and means to permit, the compression in the cylinder to be transmitted first to the oil receiving means and then directly to the power cylinder.

14. In an internal combustion, engine, an oil reservoir open to the atmosphere, .an oil valve to control the flow of Oll from said reservoir, and a diaphragm operatively connected with the valve, one side of which is exposed to the control of the engine and the other side of which is exposed to the atmosphere 15. In an internal combustion engine having a power cylinder provided with an exhaust port near its forward end and with end when the piston is at the forward limit of'its stroke, a cam and operative connections between said means andcam whereby said means are mechanically controlled to operate at a predetermined time. p

, "16.. In an internal combustion engine, the combination of a power cylinder, an auxiliary cylinder in which air is alternately rarefied and compressed, a conduit provided with a check valve and communicating with the auxiliary cylinder, a chamber communicating with said conduit, with the power cylinder and with an oil supply under atmospheric pressure, a valve to control the com: munication between the chamber and the oil supply, means operated by rarefaction in the auxiliary cylinder to control said valve, a valve to control the communication between the chamber and the power cylinder, a valve .to control the communication between the ,chamber and the auxiliary cylinder and means operated by the engine to open and close both of said last named valves at predetermined times.

17'. In an internal combustion engine, the combination of a power cylinder, a compressor, an oil supply, means to regulate the admission of air to the compressor during the suction stroke thereof, and means-controlled by the degree of rarefaction in the compressor during the suction stroke to regulate the delivery of oil from the oil supply, whereby the admission of oil at each stroke is proportioned to the throttling of the air. This specification signed and witnessed this 3d day of October A. D., 1907.

I LYSANDER E. WRIGHT. Signed in the presence of- ELLA J. KRUGER,

AMBROSE L; O HEA. 

